Automatic signaling and train-stopping device.



3.0 cmvm. AUTOMATIC SIGNALING AND TRMN STOPPING DEVICE.

- I APPLICATION FIXED DE'C- $3 1913- t 1 ,1 86,750. Patmlted June 15,1916.

2 SHEETS $HEET| INMEHTUE -1 WITNESSES:

s; '0. com AUTOMATJC SGNALING AND TRAIN STOPPING DEVI CE.

- APPLICATION FILED DEC; 29:1913.

' Patexited June'13; 1916.

2 SHEETS-$HEET Z.

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rails of each block to one of the wires connects SHADY D. COLVIN. OF MYRTISTOWN. LQUISIANA.

I AUTOMATIC SIGNALING AND TRAIN-STOPPING DEVICE.

Specification of Letters Patent.

Patented June 13, 1916.

Application filed December 29, 1913. Serial No. 809,227.

B it known that l. r'iiinv D. COLYIN. a

citizen of the lnited States. residing at .\[yrtistown. in the parish of Caddo and State of Louisiana. have invented certain new and Ibeflll Improvements in Automatic Signaling and ilraii'itopping Devices, of which the following is a specification.

This invention relates to automatic train stopping devices for use in connection with the block system of railway signaling. and the principal end in view is to provide an etfective apparatus for automatically stopping a train which is allowed. through inattention of the engineinan. to pass a signal at the entrance of a block already occupied by another train.

\lith this general object in view, the invention consists in certain novel and peculiar features of construction and organization as hereinafter described and claimed, and in orderthat it may be fully understood reference is to be had to the accompanying drawings in which- Figure 1, is a plan view showing an outline of a block with signals protecting it and the adjacent blocks. Fig.2,is a side view representing the adjoining portions of two occupied blocks. Fig. 3, is a broken vertical sec.- tion through one of the semaphores. Fig. 4, is a vertical section through the train brake valv'e with'its operating mechanism. Fig. 5, is a diagram of the electric control circuit.

Referring to the drawings. each block coniprises a section of track 2 of a given length, for example five miles, adjoining sections being provided with insulated joints t. The

end of each block is guarded by a semaphore.

6, which is located alongside the adjoining block and at a distance of some fifty feet from the insulated joint 4.

Primary circuit wires 8 lead from the end the corresponding semaphore where with one of the poles of an electric battery, the cells 10 of which are arranged in series within the tower of the semaphore. The other pole of the battery is connected by the conductor 12 of a. secondary circuit with one of the poles of a motor 14;. The opposite pole of the motor is connected by a conductor 16 with one of a pair of resilient contact members 18 which are insulated and normally spread out of contact. as illustrated in Figs. 3 and 5. The other of said contact members is connected by a conductor 20 with tive position by the the other primary circuit wire 8. The latter circuit wire is also connected with the conductor 22 leading to a relay coil 24 forming a part of the primary circuit running back through the conductor :26 to one of the battery cells. As many of such cells are included in the primary circuit as are necessary for the operation of the circuit closing lever 28 to cause the same to close the secondary circuit through the contacts 18 and thereby operate the motor. Itwill be understood that the poles of the batteries of the semaphores at opposite ends of each block are reversely arranged to prevent any current flowing except by way of the car wheels.

The motor 14 is provided with a pinion 30 in engagement with a gear segment- 32 on a shaft 31- which carries the signal arm 36. 'hen the arm 36 is moved into operative or horizontal position. this movement is limited by an arm 38. projecting upward from the tower into the path of said signal arm. The arm 36 is held normally raised into inoperaheavier metallic signal arm 10. also mounted on the shaft 34. and carrying the colored windows 42 and 41 which are positioned alternately opposite the lantern 16 carried by the shelf 48 of the tower. v

\Vhen. the signal arm 36 of any one of the semaphores is in horizontal or operative position, it is adapted to come into engagement with a valve. lever 50 provided on the engine for the purpose of applying the emergency brake in case a tempt to enter a block which is protected by such signal. This lever projects above the engine cab, (see Fig. 2) and is pivotally mounted in and at one vided on a valve casing 52 (see Fig. 4-.) which .is in communication with the main air line Fixedly connected with is pivoted eccentrically between the lugs 64 This mounting of the on the valve casing. segment 62 permits ts operationm either direction to actuate a lever 66 pivoted on 4 the fulcrum of the lever 50 between the lugs 51 and having a socket 68 fitting the outer end of the stem 0 of the valve 72 in train should at side of lugs 51 pro-' link 58 is pivoted to the casing 52. Thus by the backward throw of the arm 50 by engagement with the signal arm 36, the segment 62 is actuated in a for warddirection to open the valve against the action of its spring 74, and since actuation of the segment in the opposite direction will also open the valve, it is obviously impracticable for any one very readily to adjust the valve operating mechanism so as to render it "inoperative. By engaging the link 58, with difierent perforations of the arm 56, the lever 50,--which is parallel and rigid with arm 56, asboth have a common pivot will stand vertical, as shown, or inclined rearwardly. If the size of the locomotiveis such. that the lever 50 if vertical would project too high and hence be swung an exces sive distance by the semaphore upon striking same, the 'operator'will adjust the link on arm 56, to incline the lever rea-rwardly so that it cannot strike the semaphore too soon and hence be swung'too far before passing clear of the semaphore.

A whistle 76 is located in connection with the pipe 54 adjacent the valve easing so that the opening of the valve will be accompanied byablast' of the whistle to warn the engineman of the cause which has resulted actuates the relays to close the secondary orv motor circuits. The full battery current is then switched through each motor which operates to bring the signal arms into horizontal or operative1 position and hold them insuch position so ong as the train occupies the block. It now through 'inattention or carelessness on the part of the engineman,

a train in an adjoining block should attempt to pass one of the signal arms, and the en'- gine is properly provided with an emergency brake valve- .7'2'this .valve will be operated through the engagement of its arm 56 with the signal arm, to immediately apply the train brakes, and bring thetrain-to a standstill and the sounding of the whistle 76 Will apprise the enginemanof the exact cause of the application of the brakes.

From the above description itwill be apparent that I have produced an automatic.

train signaling and stopping device embodying the features of advantage enumerated as desirable, and I wish it to be understood that while I have illustrated and described thepreferred embodiment of the same, I do not desire to be restricted to the exact construction'and organization shown,and described, but reserve the right to make all changes falling within the scope of the appended claim.

I claim:

In a train-stopping system, the combination with a semaphore, of an air pipe on a train, a valve normally closing said pipe,a lever mounted on the' valve casing and adapted for operation by striking the semaphore when the same is in signaling position,

an eccentrically pivoted segment, connections between the same and the lever whereby movement of the latter shall be transmitted to said segment, and a lever to be operated by the segment when the latter is. moved, to open the said valve.

In testimony whereof, afiix my signature, in the presence of two witnesses.

SHADY D. COLVIN.

Witnesses:

S. H. GHATTEN, V. H. WELGH. 

